Method for monitoring insulation faults in an electric network and vehicle comprising an insulation fault monitor

ABSTRACT

A method for monitoring an insulation fault in an electric network with at least one electric power system supplying electric power to one or more electric loads, and at least one insulation resistance monitor is provided, wherein the at least one electric power system includes at least one electrical power source, and wherein the at least one insulation resistance monitor monitors an insulation resistance between terminal leads of the at least one electric power source and at least one reference potential. The steps are performed of disconnecting the at least one electric power source from the one or more loads by opening each terminal lead; measuring the insulation resistance between the electric circuit of at least one electrical power source and the reference potential; measuring the insulation resistance for the total electric network; closing the second terminal lead with the first terminal lead open; and measuring the insulation resistance for the total electric network.

The present application is a divisional of U.S. application Ser. No.13/062,239, filed Mar. 4, 2011, which is the U.S. national stage ofInternational Application PCT/SE2008/000530, both of which areincorporated by reference.

BACKGROUND AND SUMMARY

The invention relates to a method and a system for monitoring insulationfaults in an electric network supplied by at least one electric powersource and a vehicle comprising an insulation fault monitor.

In hybrid electric vehicles, the “high-voltage” electric system isisolated from vehicle chassis (“floating ground”). If a person touches,for example, the positive pole of the DC-bus, there will not be a riskfor electric shock. However, if there is an insulation fault in the“high-voltage” electric system, i.e. one of the electric poles coniesinto contact with the vehicle chassis, there is a risk for electricshock if a person gets in contact with the other pole.

It is known in the art to provide an insulation resistance monitor inthe battery that monitors the insulation resistance so that the controlsystem can de-energize the electric system to avoid risk for electricshock. For instance JP 2005127821 A and JP 08294225 A disclose aninsulation resistance monitor.

U.S. Pat. No. 6,952,103 B2 discloses an insulation resistance monitorand a method for detecting insulation faults on an electrically drivenvehicle. In order to sense the resistance between the battery terminalsand the ground potential, a measuring circuit is provided comprisingthree switches. A test sequence is employed for testing the insulationresistance monitor before monitoring insulation faults in the vehicle.Only if the test sequence is passed successfully, the measurement of theinsulation resistance is performed.

Usually, the insulation resistance monitor is connected in parallel withthe battery cells, behind the battery disconnect breakers. When drivinge.g. a hybrid electric vehicle, rotating electric machines withpermanent magnets will create hazardous voltages in the electric circuitconnected to the electric machine and the inverter (power electronics).Thus, if the battery breakers are opened, it will not be possible tomeasure any insulation resistance outside of the battery breakers, i.e.outside of the battery enclosure.

In some circumstances, e.g. battery faults like batteryover-temperature, abnormal cell voltage distribution, etc., in knownsystems the battery will be disconnected from the “high-voltage”electric system. When the battery is disconnected, the insulationresistance monitor connected to the battery is not be able to monitorthe insulation resistance in the energized circuit outside of thebattery enclosure.

It is desirable to provide a method to provide insulation resistancemonitoring even if an electrical power source is disconnected. It isalso desirable to provide a vehicle employing a method for insulationresistance monitoring.

A method is proposed for monitoring an insulation fault in an electricnetwork with at least one electric power system supplying electric powerto one or more electric loads, and at least one insulation resistancemonitor, wherein the at least one electric power system comprises atleast one electric power source, and wherein the at least one insulationresistance monitor monitors an insulation resistance between terminal,leads of the at least one electric power source and at least onereference potential. The method comprises the steps of (i) disconnectingthe at least one electric power source from the one or more loads byopening each terminal lead; (ii) measuring the insulation resistancebetween the electric circuit of at least one electrical power source andthe reference potential; (iii) measuring the insulation resistance forthe total electric network, preferably between the at least oneelectrical power source and the reference potential, (iv) closing oneterminal lead with the other terminal lead open and (v) measuring theinsulation resistance (R_isol2) for the total electric network.

Favourably, the electrical current provided by the at least one electricpower source is disabled as long as one terminal lead is open.Particularly, opening a terminal lead can be achieved by opening one ormore breakers arranged in the terminal lead. The invention can beemployed with electric power sources such as energy storage units, suchas batteries, ultra-capacitors, as well as fuel cell units. By openingboth terminal leads, the insulation resistance of the electric powersource itself can be tested. If no fault is detected, no insulationfault is injected into the energized electric system from the electricpower source. Further, the risk that the measured isolation resistanceis deteriorated by a very low internal resistance can be eliminated. Ifan insulation fault is detected, it can be decided if the electricalpower source is to be shut down or the system is to be used without aninsulation resistance monitor. Advantageously, the insulation source ofthe electric power source itself, when both terminal leads are opened,can be used to compensate for this insulation resistance in themeasurement with a single terminal lead opened, thus increasing theaccuracy of the measurement.

Further, various kinds of state-of-the art insulation resistancemonitors can favourably employ the current invention. The inventionprovides a safe estimation of the insulation resistance. The inventionprovides a less costly solution compared to e.g. adding more insulationresistance monitors. Favourably, the insulation resistance can bemeasured on both poles of the electrical power source.

According to a favourable embodiment, the steps of (v) closing thesecond terminal lead with the first terminal lead open; and (vi)measuring the insulation resistance for the total electric network arelot performed if the isolation resistance of is below a predefinedthreshold. For instance, it is required that the insulation resistancemust be at least 300 kω for a voltage of 600 V dc. Not performing thesteps can advantageously reduce the risk for an electric shock due toindirect contact. Further, this can reduce the risk for measurementdeterioration of the measured isolation values for the disconnectedparts of the electric system, i.e. without the electric power source.

Advantageously it is possible to compensate the measured insulationresistance of the total electric network for the insulation resistancebetween the electric circuit of at least one electrical power source andthe reference potential in order to obtain the isolation resistance forthe electric network without the disconnected electric power source.

According to a favourable embodiment, the electrical power source can beshut down when an insulation fault is detected when both terminals areopen. Additionally or alternatively, an indication that no insulationresistance monitor is available can be issued when an insulation faultis detected when both terminals are open.

According to another favourable embodiment, at least one terminal can beopened periodically to provide monitoring of the insulation resistance.One of the breakers can also be closed continuously to provide isolationmonitoring of the part of the electric that is located on the other sideof the electric power source breaker. As long as one of the electricpower source breakers, e.g. battery breakers, is open, it possible tohave the other breaker closed in order to monitor the disconnected partof electric system.

According to another favourable embodiment, at least one terminal can beopened by opening a breaker arranged in the respective terminal.Preferably, at least one of the breakers can be surveyed with respect toits open/close operation. Preferably, a voltage over at least onebreaker can be determined by measuring the voltage on each side of theparticular breaker. By measuring the voltage on each side of the breakera reliable diagnosis means of the breaker is available. Particularly, avoltage drop over at least one breaker can be determined by measuringthe voltage on each side of the particular breaker. This measurement canbe performed during and before the isolation testing. If thismeasurement shows that the breakers do not function properly (i.e. thevoltage difference is large when both breakers are closed or if thevoltage difference is too small when the any breaker is open), thebreakers cannot be controlled as intended, and the isolation measurementprocedure is interrupted in order to maintain the electric power sourcecurrent interruption. Favourably it is possible to detect an insulationfault and distinguish on which terminal the fault occurs. By usingbreakers, it is as well possible to decide on which side of the breakerthe fault occurs.

According to another favourable embodiment, opening, and closingoperations of the terminals can be controlled by an electronic controlunit of the electric power source. However, the opening and closingoperations can alternatively or additionally be controlled by somesupervising control unit. Favourably, an indicator signal can be issuedindicating if the particular breaker has a requested state or not. Ifthis measurement shows that the breakers do not function properly, thebreakers cannot be controlled as intended, and the isolation measurementprocedure is interrupted in order to maintain the electric, power sourcecurrent interruption. For instance, indicator signal contacts can beintegrated into the breaker, which are connected if the breaker is dosedand which are not connected if the breaker is opened. If the voltage ismeasured on both sides of the electric power source breakers, it can beused to diagnose if the breakers are functioning as intended. If thebreakers do not operate according to the algorithm, the electric powersupply current cannot be interrupted and the isolation measurementcannot be performed.

According to another favourable embodiment, an audible and/or visibleand/or haptic alarm is issued on detecting an insulation fault. Safeinformation of the user is provided.

According to another aspect of the invention, a vehicle comprising atleast an electric propulsion system powered by at least one electricpower system is proposed, wherein at least one insulation resistancemonitor for monitoring an insulation fault in an electric, network iscoupled to the electric propulsion system, wherein the at least oneelectric power system comprises at least one electric power source, andwherein the insulation resistance is monitored by performing the methodaccording to one of the features described above.

In the vehicle, the power system is preferably a high voltage system,e.g. providing several hundreds of volts, for providing power to anelectric motor which can be used e.g. for propelling the vehicle. Otherusages include electric power generation by the electric motor forcharging the electric power supply or for power supply to the electricauxiliary loads. The electric power system must be insulated againstground potential, e.g. the car body. The insulation resistance must behigher than a specified resistance. In today's vehicles with an electricmotor the insulation resistance must be at least 300 kω for a voltage of600 V dc.

Preferably, the at least one electric power source can comprise at leastone electrical storage device, for instance a battery or a supercapacitor.

According to another favourable embodiment, the at least one electricpower source can comprise additionally or alternatively at least onefuel cell device.

According to another favourable embodiment, at least one breaker can beprovided for performing the monitoring of the insulation resistance. Abreaker, also known as battery breaker, is a standard device used inhigh voltage batteries or other electric power sources. In a preferredembodiment, one breaker can be provided per terminal of the electricpower source.

According to another favourable embodiment, the at least one breaker canbe arranged inside a housing of the at least one electric power source.It is possible to provide one or more breakers outside the housingadditionally or alternatively to an arrangement inside the housing.

According to another favourable embodiment, the at least one breaker canbe coupled to an electric motor drive system. The electric motor drivesystem favourably can comprise a motor inverter to which the breaker canbe coupled.

According to another favourable embodiment, the vehicle can be embodiedas an electric vehicle. The electric vehicle can provide a purelyelectric drive system which can be powered by one or more batteriesand/or one or more super capacitors.

According to another favourable embodiment, the vehicle can be embodiedas a hybrid vehicle. The hybrid vehicle can provide at least oneelectric drive system in combination with another source of propulsionenergy, such as a combustion engine or a combination of fuel cell andelectric energy storage. The hybrid vehicle can be a parallel or aseries hybrid.

Further, a computer program is proposed comprising a computer programcode adapted to perform a method or for use in a method according to atleast one of the method steps described when said program is run on aprogrammable microcomputer. Favourably, the computer program can beadapted to be downloaded to control unit or one of its components whenrun on a computer which is connected to the internet. The control unitcan be a control unit controlling the electrical power source or theelectric power system or some supervising control unit in a vehicle inwhich the electric power system is employed.

Further, a computer program product stored on a computer readable mediumis proposed, comprising a program code for use in a method according toat least one of the method steps on a computer.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention may best be understood from the following detaileddescription of the embodiments, but not restricted to the embodiments,wherein is shown schematically:

FIG. 1 a simplified diagram of the “high-voltage” electric system in ahybrid electric vehicle;

FIG. 2 as flow chart illustrating, a preferred sequence of a method formonitoring an insulation fault according to the invention; and

FIG. 3 a, 3 b a preferred vehicle according to the invention (FIG. 3 a)and a detail of the electric power system comprising an insulationresistance monitor (FIG. 3 b).

DETAILED DESCRIPTION

In the drawings, equal or similar elements are referred to by equalreference numerals. The drawings are merely schematic representations,not intended to portray specific parameters of the invention. Moreover,the drawings are intended to depict only typical embodiments of theinvention and therefore should not be considered as limiting the scopeof the invention.

FIG. 1 shows a simplified diagram of a “high-voltage” electric network12 as used e.g. in a hybrid electric, vehicle. In a vehicle, highvoltage usually means a voltage level well above the 12 Volt de voltageof a vehicle battery. In electric or hybrid vehicles, voltages ofseveral hundred volts are provided for loads such as electric propulsionmotors or the like.

An electric power source 122, e.g. a battery, is housed in a casing 130.The electric power source 122 provides two terminal leads 136 and 138providing positive and negative poles 146 and 148 for the electricalsupply of one or more loads 70 in the electric network 12. The terminalsleads 136 and 138 and the one or more loads 70 connected to the electricpower source 122 are electrically insulated against a referencepotential, for instance a ground potential. The ground potentialcorresponds e.g. to the chassis ground of the car body 80 of thevehicle. For a voltage of e.g. 600 V de legal requirements demand aninsulation resistance of at least 300 kω.

Inside the casing 130, in each of the terminal leads 136, 138 of theelectric power source 122 a fuse 132, 134 may be arranged to protect thecables depending on cable current carrying capability, short-circuitcurrent of the electric power source, breaker current-breakingcapability and response, etc. Other components such as electronics andcontrol units can also be arranged inside the casing 130.

In case of an over current, the fuse can open the respective terminallead 136, 138 and disconnect the electric power source 122 from theelectric network 12. Further, in each of the terminal leads inside theeasing 130 a breaker 142 and 144 is arranged. The breakers 142, 144 areemployed for opening and closing the terminal leads 136, 138.

An insulating fault monitor 140 is connected electrically in parallel tothe electric power source 122, and with a connection to the referencepotential. The insulation fault monitor 140 measures an insulationresistance between the electric power source 122 and the referencepotential, e.g. ground potential at the electric chassis (conductivepans of a vehicle electrically connected, whose potential is taken asreference). An insulation fault can occur, e.g. due to a cable damage orthe like. The insulation resistance monitor 140 can be any device whichis known in the art for such a usage. The insulation fault monitor 140usually provides three terminal a positive and a negative terminal tothe battery and the electrical potential ground. The monitor can measurethe separate isolation resistances of the both terminals, i.e.distinguish between the positive or negative side of the battery bymeans of the measurement method, e.g. by connecting a measurementresistance, or by injecting a measurement current.

When there is no insulation fault, a person 82 being in contact with thecar body 80, e.g. in the cab of the vehicle, is not in danger ofsuffering from an electrical shock when touching, at the same time onepole of the electric power source 122 or the electric load 70.

However, if there is an insulation fault, i.e. if there is anelectrically conducting connection 90 below the required minimuminsulation resistance between one of the poles and the ground potential,the person 82 will suffer from an electric shock when the insulationresistance 90 is sufficiently low between pole 146 or 148 and electricchassis ground and contacts the other pole 146 or 148 since the currentcan float in the closed circuit formed by chassis ground and person 82.

The breakers 142, 144 allow for disconnecting the electric power source122 from the electric network 12 by opening the terminal leads 136, 138,wherein the breakers 142, 144 can be opened simultaneously as well asalternately in order to provide a measurement of the insulatingresistance.

By opening both breakers 142, 144 it is possible to measure theinsulation resistance of the electric power source 122 itself to thereference potential. When disconnecting the electric power source 122from the electric network 12 by means of the two breakers 142, 144, itis not possible to monitor the insulation resistance in the electricnetwork 12. By opening one of the breakers 142 or 144, it is possible tomeasure the insulation resistance selectively for each pole 146, 148 inthe network 12.

By having a diagnosis for the breakers 142, 144 open/close operation,the risk for not being able to interrupt electric current is reduced oreven eliminated. The diagnosis can be implemented by, for example,measuring the voltage before and after the respective breaker 142, 144,or by having indicating signal breakers included in one or more breakers142, 144. The voltage for the breaker 142 can be measured e.g. onlocations 142 r and 1421, and the voltage for the breaker 144 can bemeasured e.g. on locations 144 r and 1441.

A preferred sequence for monitoring the insulation resistance isdepicted in FIG. 2, which shows a flow chart illustrating the stepsperformed in the preferred sequence for monitoring an insulation faultaccording to the invention with reference to the arrangement shown inFIG. 1.

The preferred sequence according to the invention starts in step 200when, by way of example, the vehicle is started. In step 202 eachterminal lead 136, 138 of the electrical power source 122 is opened byopening both breakers 142, 144. Now, the electrical power source 122 isdisconnected from the network 12 and the insulation resistance R_isol0of the electric circuit of the electrical power source 122, e.g. abattery, a super capacitor, a fuel cell unit, against the referencepotential can be determined in step 204 by the insulation resistancemonitor 140.

In step 206, it is checked if the measured insulation resistance RjsolOis less than a defined resistance RO. For instance, for a 600 V network12, a resistance RO of at least 300 kin is required. If RjsolO is lessthan RO (“y” in FIG. 2), then an insulation fault is detected for theelectric power source 122 and the electric power supply may need toremain disconnected to avoid the risk of connecting its low isolationresistance to the rest of the vehicle thus increasing the risk forelectric shock in the part of the electric system that is not connectedto the battery or of deterioration of isolation measurement (step 208).The user can get a notification on the result of the measurement.Despite this insulation fault, the vehicle can be operated since thereis only an increased risk for electric shock due to loss of insulationfor one of the “high voltage” terminals. If the time used for isolationresistance measurement is short and/or if the measurement period is longand if the electric power source isolation resistance is large enough toavoid deterioration of the measured isolation resistance for the part ofthe electric system that is not outside of the breakers 142, 144 thisproblem may be disregarded.

If RjsolO is at least as large as RO (“n” in FIG. 2), then there is noinsulation fault present in the electrical circuit of the electricalpower source 122 and the insulation resistance monitor 140 is available.

In subsequent step 210 one terminal lead 136 or 138 is closed by closingthe respective breaker 142 or 144, while the counterpart breaker 144 or142 remains open. By closing one of the terminal leads 136 or 138, theinsulation resistance R_isol1 can be measured for the electricallyconnected terminal lead 142 or 144 in step 212. The measured isolationresistance value may be compensated for the isolation resistance of theelectric power source 122 that is not normally connected. The electriccurrent from the electric power source 122 is disabled as long as atleast one terminal lead 136, 138 is open.

In step 214, it is checked if the measured insulation resistance R_isol1is less than the defined resistance RO. If R_isol1 is less than RO (“y”in FIG. 2), then an insulation fault is present for the closed terminallead 136 or 138 under test (step 216). The user can get an appropriatenotification on the result of the measurement. The sequence can beaborted or, alternatively, continued with step 218.

If R_isol1 is at least as large as RO (“n” in FIG. 2), then there is noinsulation fault present for the respective closed terminal lead 136 or138 under test.

In subsequent step 218 the closed terminal lead 136 or 138 is opened,e.g. by opening the respective breaker 142 or 144, and the otherterminal lead 138 or 136 is closed, e.g. by closing the respectivebreaker 144 or 142 in step 220.

In step 222, the insulation resistance R_isol2 is measured for theactual configuration of the electrically connected terminal, lead 138 or136.

In step 224, it is checked if the measured insulation resistance R_isol2is less than the defined resistance RO. If R_isol2 is less than RO (“y”in FIG. 2), then an insulation fault is present for the closed terminallead 138 or 136 under test (step 228). The user can get an appropriatenotification on the result of the measurement. The sequence can beaborted.

If R_isol2 is at least as large as RO (“n” in FIG. 2), then there is noinsulation fault present for the respective closed terminal lead 138 or136 under test (step 226).

When the insulation resistances R_isol1 and/or R_isol2 are measured, theaccuracy is increased if measured values are compensated for theinsulation resistance R_jsol0.

It is possible to detect on which pole 146, 148 and terminal lead 136,138 an insulation fault is present. It is also possible to detect onwhich side of the breaker 142, 144 an insulation fault is present, byusing, for instance, the method in the standard ISO 6469.

One of the breakers 142, 144 can be connected continuously or they canbe reconnected periodically to provide measurement of insulationresistance as long as the breaker is open.

FIG. 3 a illustrates a preferred hybrid vehicle 10 (schematically shown)according to the invention.

The vehicle 10 is by way of example embodied as a hybrid vehiclecomprising a combustion engine 20, controlled e.g. by an engineelectronic control unit 22, and an electric propulsion system 100. Theengine 20 drives a drive shaft 32 on which a gearbox 50, controlled e.g.by a transmission electronic control unit 52, is arranged. The gearbox50 can be e.g. an automatic mechanical transmission (AMT). The driveshaft 32 transmits torque to wheel axle 60 carrying wheels 62 a, 62 b.The engine 20 can be connected and disconnected from the drive shaft 32by a clutch 30.

The electric propulsion system 100 comprises a motor drive system 150,an electric power supply system 120 and a junction box 160 forconnecting the electric power supply system 120 and the motor drivesystem 150. The junction box 60 also provides connections for electricauxiliary components 72, 74 (and load 70, FIG. 1), such as compressors,pumps and the like, to the high electric voltage provided by theelectric power supply system 120. A dc/dc converter 40 is coupled thejunction box 160. The dc/dc converter 40 provides a power electronics 42and a dc/dc electronic control unit 44

The electric power supply system 120 comprises an electric power source122, such as battery, a super capacitor or a fuel cell unit or the like,electronics 124 for safety and survey of the electric power source 122,e.g. control of temperature and state of charge and the like, and asource electronic control unit 126. A detail of a preferred embodimentof the electric power supply system 120 is depicted in FIG. 3 b, whereinthe electric power supply system 120 comprises an insulation resistancemonitor 140 connected electrically in parallel to the electric powersource 122. One breaker 142, 144 is arranged in each terminal lead of anelectric, power source 122.

The electric, motor drive system 150 comprises an electric motor 152coupled to the drive shaft 32. The electric motor 152 can be fixedlymounted on the drive shaft 32. A power electronic frequency converter(AC/DC) 154 is connected to the electric, motor 152 as well as a motorelectronic control unit 156. If the motor 152 is permanently magnetized(e.g. with permanent magnets), the motor 152 will produce a voltage thatcan be hazardous when it is rotated, e.g. when the clutch 30 is closedand the drive shaft 32 rotating.

An insulation fault monitor is preferably integrated electric powersupply system 120, particularly in the electric power supply 122, asdescribed in FIG. 1. The insulation fault monitor can also be installedin other locations. Preferably, on or more breakers are provided forperforming the preferred sequence described in FIG. 2 for measuring aninsulation resistance. Preferably, breakers can be arranged in theelectric power supply casing as described in FIG. 1. It is also possibleto provide breakers in the motor drive system 159, particularly in themotor inverter.

1-12. (canceled)
 13. A vehicle comprising at least an electricpropulsion system powered by at least one electric power system, whereinat least one insulation resistance monitor for monitoring an insulationfault in an electric network is coupled to the electric propulsionsystem (100), wherein the at least one electric power system comprisesat least one electric power source, and wherein the insulationresistance is monitored by performing the method according to anyone ofthe preceding claims.
 14. The vehicle according to claim 13, wherein theat least one electric power source comprises at least one electricalstorage device.
 15. The vehicle according to claim 13, wherein the atleast one electric power source comprises at least one fuel cell device.16. The vehicle according to claim 13, wherein at least one breaker isprovided for performing the method.
 17. The vehicle according to claim13, wherein the at least one breaker is arranged inside a casing of theat least one electric power source.
 18. The vehicle according to claim13, wherein the at least one breaker is coupled to an electric motordrive system.
 19. The vehicle according to claim 13, embodied as anelectric vehicle.
 20. The vehicle according to claim 13, embodied as anembodiment as hybrid vehicle. 21-35. (canceled)
 36. A vehicle comprisingat least an electric propulsion system powered by at least one electricpower system, wherein at least one insulation resistance monitor formonitoring an insulation fault in an electric network is coupled to theelectric propulsion system, wherein the at least one electric powersystem comprises at least one electric power source, and wherein theinsulation resistance is monitored by performing a method for monitoringan insulation fault in an electric network with at least one electricpower system supplying electric power to one or more electric loads, andat least one insulation resistance monitor, wherein the at least oneelectric power system comprises at least one electrical power source,and wherein the at least one insulation resistance monitor monitors aninsulation resistance between terminal leads of the at least oneelectric power source and at least one reference potential, wherein thefollowing steps are performed (i) disconnecting the at least oneelectric power source from the one or more loads by opening eachterminal lead; (ii) measuring the insulation resistance between theelectric circuit of at least one electrical power source and thereference potential; (iii) measuring the insulation resistance for thetotal electric network; (iv) closing the second terminal lead with thetint terminal lead open; and (v) measuring, the insulation resistancefor the total electric network.
 37. The vehicle according to claim 36,wherein the at least one electric power source comprises at least oneelectrical storage device.
 38. The vehicle according to claim 36,wherein the at least one electric power source comprises at least onefuel cell device.
 39. The vehicle according to claim 36, wherein atleast one breaker is provided for performing the method.
 40. The vehicleaccording to claim 36, wherein the at least one breaker is arrangedinside a casing of the at least one electric power source.
 41. Thevehicle according to claim 36, wherein the at least one breaker iscoupled to an electric motor drive system.
 42. The vehicle according toclaim 36, embodied as an electric vehicle.
 43. The vehicle according toclaim 36, embodied as an embodiment as hybrid vehicle.
 44. Computercomprising a computer program code adapted to perform a method or foruse in a method for monitoring an insulation fault in an electricnetwork with at least one electric power system supplying electric powerto one or more electric loads, and at least one insulation resistancemonitor, wherein the at least one electric power system comprises atleast one electrical power source, and wherein the at least oneinsulation resistance monitor monitors an insulation resistance betweenterminal leads of the at least one electric power source and at leastone reference potential, wherein the steps following are performed (i)disconnecting the at least one electric power source from the one ormore loads by opening each terminal lead; (ii) measuring the insulationresistance between the electric circuit of at least one electrical powersource and the reference potential; (iii) measuring the insulationresistance for the total electric network; (iv) closing the secondterminal lead with the first terminal lead open; and (v) measuring theinsulation resistance for the total electric network, when the programis run on a programmable microcomputer.
 45. Computer according to claim44 adapted to to download the computer program code to a control unit orone of its components when the computer is connected to the interne. 46.Computer program product stored on a non-transitory computer readablemedium, comprising a program code for use on a computer in a method formonitoring an insulation fault in an electric network with at least oneelectric power system supplying electric power to one or more electricloads, and at least one insulation resistance monitor, wherein the atleast one electric power system comprises at least one electrical powersource, and wherein the at least one insulation resistance monitormonitors an insulation resistance between terminal leads of the at leastone electric power source and at least one reference potential, whereinthe following steps are performed (i) disconnecting the at least oneelectric power source from the one or more loads by opening eachterminal lead; (ii) measuring the insulation resistance between theelectric circuit of at least one electrical power source and thereference potential; (iii) measuring the insulation resistance for thetotal electric network; (iv) closing the second terminal lead with thefirst terminal lead open; and (v) measuring the insulation resistancefor the total electric network.